Intake burner apparatus



1.0000, INTAKE BURNER APPARATUS.

-APPLICATION FILED MAY 9, 192|.

SLQQ, Patented Oct. ML E922.

INVENTOR Patented oci. io, 19.22.r

JOHN GOOD-0F GARDEN CITY, NEYTA YORK, ASSIGNOR lTO GOOD INVVENTIONS CO., OF

' NEW YORK, N. Y., A CORPORATION OF NEW YORK.

INTAKE BURNER APPARATUS.

Original application filed April 21, 1917,Seria1 No. 149,998. Now Patent No. 1,377,990, dated May 10,

` 1921. Divided and this application filed May 9, 1921. Serial No. 467,838.

To all whom t may concern:

Be it known that I, JOHN GOOD, United States citizen, residing in Garden City, Long Island, New York, have invented the following new and useful described Improvements in Intake Burner Apparatus. i

The invention relates to means for operating and starting internal combustion engines, particularly automotive engines, and consists in the combination with a chargeforming device of such engines, of a burner means adapted to furnish a hot combustible gaseous medium to the engine intake by the aid of which the engine .can be -promptly started in extremely cold Weather and can also be operated with eiliciency and-elimina-` tion of tendency of knock after starting and whereby various collateral advantages are obtained as will be apparent to those skilled in the art. This .application is for divisible subject matter of my copending application -Serial No. 149,998, filed April 21., 1917, renewed March 23, 1920, Serial No. 368,158, now Patent No. 1,377,990, May 10, 1921, be. ing directed particularly to the means for mechanically controlling the rate of combust-ion in the burner as well as to other matter hereinafter appearing.

In the accompanying drawing illustratin the present invention, Fi 1 1s a sectiona elevation of a combine carburetor and burner arranged for attachment to the manifold of the engine. Fig. 2 is a detail.

The charge proportioner illustrated will be recognized to be of the conventional type of carburetor comprisinga'fuel nozzle 1 supplied with fuel from a Hoat chamber 2 and having primary and secondary airv inlets 3 and 4 respectively and the usual choker 5. The fuel nozzle will beunderstood to be correlated to theprimary inlet 3 and to the valve spring 0 of the secondary air linlet 4, so as to keep the charge mixture delivered to the engine Within the limits of an explosive `mixture as customary in engine carburetors. These fuel and air entrances, howeverl arranged for this purpose, constitute a chargemixture supply device adapted to give a variable delivery of charge-mixture to the engine according to the manipulation of the throttle' 9. The choker valve 5 may be closedv usual in order to give an overrich mixture to the engine. The mixture passes at 10 into the connection to the engine manifold which tion intake of the engine, preferably on the inside or the engine side of the throttle 9, and desirably through a restricted outlet 13. The combustion chamber or fiame passage 12 may be variously related to the engine and its charge forming apparatus for the purpose of this invention but as preferred and shown is elongated straight-awayin form, extended along the carburetor portion of the intake, having its connection to the burner y at one end and its outlet 13 at the other so as to provide a substantially direct passage for the heated gases substantially longitudinal to the intake passage. The connection to the burner head is preferably short so that the Wall 7 of the mixing space adjacent the nozzle becomes highlyv heated by the ame fromthe burner. The burner head comprises a'main casing or body formed with a nozzle cap 13 concentric with the burner axis and in which are mounted a liquid fuel nozzle 14 and an air nozzle 15 in aspirating relation to the fuel nozzle. The said air nozzle may be merely a restricted entrance for atmospheric air. The fuel nozzle 14 takes liquid fuel from a constant level fuel receptacle 16 (supplied with the same fuel as used by the engine) at a rateproportionate to the velocity of the air jet flowing from the air nozzle 15 and sub'ect to adjustment by its needle valve 19. he line spray produced by these nozzles is ignited by a pair of single pole spark plugs 20, the electrode terminals of which extend convergently downwardV they are operated by moderate curr-ent.

Prompt electrode ignition of the mixture,

even in a cold state, is accomplished by the 'fine shattering of the fuel liquid and its mixture with air, which is the principal function of nozzles 14 and 15 and which effect is enhanced by the factthat the burner head receives air at atmospheric pressure or at least at a pressureV considerably higher than exists in the mixture passage of the 'y manner as to avoid dilution of the spray at that point. Dilution of the -spray at the igniter may prevent ignition completely or produce explosion. The additional air may b e added in various Ways, as shown particularly in the parent case above referred to, and in the device illustrated herewith,`

passes into the ignited mixture throu h .a series ofholes 22 distribute'd around e flame end of the nozzle lcap 13 (passing thence between the wings of a star-piece member 23), being thus brought into contact with the mixture uniformly on all sides tionspace'and the float chamber.

thereof and Without diluting or distorting it at its point of ignition-, A drain hole 24 may be provided, in the bottom of the burner to return to the float chamber 16 any drip of liquid fuel, and such hole' also establishes equality of pressure between 'the igni- The burner is mechanically controlled by, that is to say, its rate ofcombustion is.

subject to the control of, the turn valve 30 which is located in advance of the flame. By locating this valve means in a passage leading towardthe flame, rather than in the path of the flame, the valve is not subject to the heat of the flame and hence is simpler to construct and maintain.- In the present instance, the valve .30 is located inthe single vair entrance of the burner, provided in the inclosing cap 29, where it may intercept the flow of air from the atmosphere to both the atomizing air nozzle 15 and the combustion air openings 22 and' therefore control the flow to the flame' without substantiall changing the fuel land air proportions Whic areldetermined bythe nozzles 14 and 15. This valve is'arranged to be operated, in the present instance, by a link 31, crank arm '32 and rod33 actuated by a pedal or hand lever 34 vwhich may be assumed to be mounted on the dash of an automobile. The hub 35 of the crank arm l32 is interlocked with a hub 36 of the engine throttle 9 by the circular cut-out formation in each of the hubs. These cut-outs, it will be seen, are so arranged that the throttle cannot be Widely opened until after the lever 34 has been set to close the turn valve 30 to stop the burner. By such means the operator is "compelled 'to *close or nearly close the Assuming the spark plugs 20 to be-'suit- I ably connected to an ignition circuit, such for example' as the secondary 'of ia vibrating spark coil the primary' of which is supplied from a battery which may be` assumed to be the storage battery for the igniting and lighting systemof the automobile, and assuming the turn valve 30 to be open, then the cranking of the engine, either by hand or a starting motor, causes a suction effectin the burner-head;y this in turn causes a high air velocity through the nozzle 15 which induces a fuel spray lfrom the nozzle 14, and a current of larger volume to enter through theA openings or ports 22. The spray rst encounters the spark andisignited andY immediatelyjoins the air current fromthe p 'orts 22, 'a continuous flame is thereby produced extending into or through the flame tube or passage 12 and of a greater or less intensity accordi'n to .the suction produced by the engine. he relation of the li uid fuel orifice 14 to its associated air ori ce 15 servestto maintain predetermined.' proportions of fuel and air in the burner besides serving as a fuel shattering means 'and the combustion device, is automatically ignited in the. sense that, with the ignition circuits closed, the-mere effect ofthe engine suction establishes the burner flame without any preliminary attention or j manipulation on the part of the operator; the particular arrangement ofthe burner parts, as above described, produces a mixturecondition which not only permits instant and non-explosive lignition even' of kerosene fuel but also positively controls the mixture proportions after ignition and Iregardless of change of strength of the suction .which latter effects only the rate -of combustion or llame delivery. These effects are independent of the position or mani u lation of the turn valve 30through which manual or other mechanical control of the llame-is exercised/land which may be opened and closed at will, subject in the resent instance to the interlockin Wit the throttle, to adjust the ratev of combustion,

even to the extent of extinguishing the llame. The mixture proportions during combustion are preferably those -of an explosive mixture and result in a steady clean burning flame. Explosion does not result from ignition because the spark occurs in a relatively rich mixture, too rich to explode though capable of ignitin'gand continuing the inflammation.

Thus the mere cranking of the engine with the ignition established, automatically7 creates a continuous heated flow through the intake and engine passages, heating them (and particularly the mixing chamber close to the fuel nozzle l of the carburetor) and eventually escaping through the normal ex-L haust; the wall 7 of the flam'e passage adjacent the carburetor nozzle may in fact be brought to a bright red heat in a few seconds. If the throttle 9 should be opened during the cranking of the engine, the engine suction is communicated to the carburetor and induces an air flow through the 4primary inlet 3 and a discharge of fuel spray from the nozzle l contemporaneous with the ignition of the combustion device; if on the other hand the throttle 9 should be held closed during the initial combustion of the device 11, the ultimate opening of the throttle 9 brings the carburetor into action. ln either event, the spray may be delivered into direct contact with the heated wall 7 of the flame passage or into the highly heated region surrounded by this wall, to cause or assist its vaporization, so as to pass onward toward the engine with the carburetor air as an explosive mixture -more or less completely vaporized. Beyond the throttle S9 the char e mixture encounters the hot gases issuing from the port 13 from the flame tube, to be further heated or vaporized by such contact, the amounts of such gases being mechanically controllable by the valvc means 30 as aforesaid. Relatively large amounts of flame products from the flame tube 12 may be introduced in this manner into the initial engine charges without impairing their explosive qualities for startmg or for even running the engine. The inter-linkage 35 and 3 6 may therefore be designed, as before described, `so that the turn valve 30 is not entirely closed, to extinguish the .combustion device, until after the throttle is well opened or open to some predetermined extent at Which the engine is sure to have been well started; the manual control through the turn valve 30 is addi. tional to the automatic control of the combustion rate, which is affected by the change or dimension of the strength of the engine suction, as before pointed out. The closing of the turn valve 30 may be done raduallv with no other effect than to diminish the intensity of the flame down to a point where the flame is extinguished. Immediately on reopening the turn valve 30 the combustion will be resumed automatically by the effect of the suction produced by the combustion operation of the engine, it being apparent that the independent combustion in the burner can be used to supplement the normal engine heat .wheneverand to whatever extent desired. The particularV linkage mechanism shown is merely illustrative of one form of mechanical control,`and it will be understood that themanner of mechanical control, whether automatic or manual, is susceptibleof'wide variation and that the supplemental induced combustion may `be variously applied to the engine .and also that the ,flame tube may serve to heat any other art than the carburetor proper. The contro of the-relative proportions of the fuel and air drawn into the flame producing device, 'so that they are substantially constant during its use, as above described, 4exercises important effects and possesses advantages that are pointed out in the parent application referred to. f

l claim: L'

l. The combination of an internal combustion engine having a carburetor,-a non-explosive flame-producing device, connected to the intake side o f the engine, so that the and a flame-producing device co-operating v therewith to vaporize the fuel and provided with valve means, located in advance of the llame, to mechanically control the operation4 of said device without substantially changing the proportions of fuel and air in said device. l

3. The combination of an internal combus-A tion engine .having a charge-forming device, and a flame-producing device for co-operating therewith to vaporize the fuel and provided with mechanical means, located outside the path of the heated products of the device, to mechanically control the rate of combustion without substantially .changing the fueland air proportions in said de- Vice.

4. The `combination ofr an internal combustion engine having a charge-forming device and an engine-suction-operated non-` explosive flame-producing device co-operating therewith to vaporize the fuel and hav ing valve means located in its air entrance' means to mechanically control the flowv of air intol said Aflame device.

A:5. Thecombination of an internal combustion yengine having a charge-forming device, an engine-suction-operated flame-pro,- ducing device co-operating therewith to vaporize the fuel and provided with a valve in a passage leading toward the flame to control the flow of the flame without substantially changing the proportions of fuel and air, and means for operating said valve vWhile the engine is in operation to control the rate of combustion.

6. The combination With an `internal combustion engine having a suction intake, a charge-forming device connected to it and a throttle controlling the charge mixture, of a flame-producing device arranged to heat the charge mixture andhaving valve means located in advance of the flame and correlated to said throttle whereby said flameproducing device is controlled according to the throttle position.

7. In an internal combustion engine, a suction intake' passage,"a charge-forming device therefor, a ame-producing device' and an elongated .straight-away llame-passage extending along the intake passage to transmit heat thereto by conduction through a Wall thereof, foneend of the'flame passage being connected to the flame-producing device and the other being provided With the flame-passage outlet whereby the flame-passage provides an elongated substantially direct path for the flame longitudinally of the intake passage.

In testimony whereof, I have signed this specification.

JOHN e001). 

